Propulsion System

ABSTRACT

A method for operating an aircraft that is driven forward in the air with a propulsion system in the form of two engines of the jet or propeller type one on each side of the fuselage is disclosed, and it is characterized in that during the forward movement of the plane, the two engines move in a mutual synchronous relationship with a longitudinal direction of the plane. Furthermore, the invention relates to an arrangement of such a propulsion system for aircraft operations. Moreover, the invention relates analog designs adapted for ships.

The present invention concerns a method and device for operation of aircraft that is driven forward in the air with a propulsion system in the form of two engines of the jet or propeller type one on each side of the fuselage, as noted in the preamble of the following claims 1 and 8.

Furthermore, the invention concerns an analog method and structure for operating of ships, as given in claims 15-16.

The invention concerns thus a new design of the propulsion system for aircraft and ships, and particularly preferred applications of these.

The invention is therefore particularly concerned with aircraft driven by propellers (propeller planes) or jet engines (jet aircrafts) mounted to the fuselage or mounted to the wings of the aircraft, and for vessels powered by propellers or water jet engines.

The invention will be explained in the following especially with respect to an aircraft powered by jet engines, in that also an example of similar construction in a vessel with propeller operation, is given. With regard to the prior art, reference is made to U.S. Pat. No. 3,302,908 and GB-788.314. Both of these patents shows aircrafts with engines that can be turned to regulate the direction of thrust power from the engines.

On today's jet engine structures with fixed jet engines to fuselage and wings, air is drawn into the engine from the front and the combustion gas (exhaust gas) ejects with great force from the back in a straight line backwards, giving the aircraft a propulsion. When the aircraft is at high altitudes the resistance against the fuselage is lowered due to the thinner air and exhaust flow is visible in a straight line behind the plane as a white vapor trail.

There is a drawback with this fixed motor design, that the exhaust gas expelled, constantly pushes against an exhaust stream that is already fast moving backwards. Aircrafts with fixed mounted jet engines have for this reason a poorer thrust/push off than necessary, something which one aims to remedy in the present invention. It follows hence that the fuel consumption is higher than necessary.

It is therefore an intention to provide a new solution where the ejected exhaust gases from jet engine may push against air not having a higher speed than the air that constantly flows towards the aircraft from ahead. Furthermore, the intention is to produce solutions that may reduce fuel consumption of the propulsion engines.

Similar considerations of the thrust-conditions can be made for propeller driven aircrafts and for ships/boats operated by one or more propellers and/or water jet units.

A rotating propeller that performs an effect to “grab” the air which is thereby pushed backwards and the vessel moves forward. Similarly to an jet exhaust trail, the propeller establishes a propeller trail which, if it was visible, looks like a strip behind the vessel.

Air is of course the working medium for an aircraft, while it is water for ships.

The intention is to provide a method and a structure of a propulsion system (jet-/propeller engines) of aircrafts and ships (water jet-/propeller-system) that may remedy the drawbacks described above.

One also aims to provide solutions reducing fuel consumption by the use of propeller and jet engine generators for aircraft and ships.

One takes also a further aim of utilizing the invention of operating jet engine and propeller engine systems for helicopters also.

The method according to the invention is characterized in that when the aircraft is operated, the two engines are moved mutual synchronous in a relation to a longitudinal direction of the aircraft, as specified in the characterising clause of claim 1. The dependent claims 2-7 indicates the preferred embodiments of the method.

The construction of the propulsion system is characterized by the features specified in the characteristic clause of claim 8. The dependent claims 9-15 specify the preferred embodiments of the method.

The method and structure according to claim 16, for operating of vessels with propulsion engine which operates a drive system of a propeller or water jet system, is characterized in that it comprises a pair of propeller or water jet systems mounted on either side of a central sleeve tube in the ship, and at speed the propeller or jet engines are mutually moved in a synchronous relationship to a longitudinal direction of the ship. Preferably the method and the construction is performed analogous to the above method and analogous to the above arrangement respectively for the propulsion of aircrafts.

With this invention, it is realized that for example a passenger aircraft with two jet engines attached to a rotatable sleeve on the fuselage, each of them may have an air ejection section covering one square meter and of the ejection portion may cover approximately 10 square meters of stagnant air. The air drag, the that is the thrust power will therefore be approximately 20 times greater on both sides of the aircraft because the ejected air from both engines will form two large air waves, which are at least 10 meters high, where the ejected air pressed against the inside of the air waves. This in turn leads to the ejected air by one a single downward or upward turning can move around 400 cubic meters of air which is inside, above or below the waves. Air resistance, that is the thrust power will therefore be much larger compared with jet engines that are not moved as in the known solutions. A similar consideration can be made where the jet engines are replaced by propellers, in that the exhaust jet trail flow that form the thrust is replaced by a propeller-trail straight backwards from the propeller.

A similar assessment will also apply to the propulsion of ships by propeller operation. Water speed from the front (for example, along the hull aft towards the propeller), decreases sharply when the propeller is turning. Propeller gets thus more time to get much larger effect on the water between the propeller blades, water as in a non-tilting propeller mostly in high speed is forced backwards between the blades and passes without much contact with them. By moving propellers, especially two that in a pair moves in a curved form, the water output speed from the water jet engine/propellers, may increase significantly.

The invention will in the following be explained in more detail with reference to the accompanying figures, wherein:

FIG. 1 shows a two-engine jet aircraft that includes the inventive engine design, according to a preferred non-limiting example, where the two engines are mounted to a separate wing structure attached to each side of a rotary drive sleeve surrounding the elongated fuselage.

FIG. 2 shows a construction of the mounting and the rotation of the wing structure with the two engines.

FIG. 3 shows how the two wings and the accompanying engines can be tilted around the longitudinal axis XX of the aircraft.

FIG. 4 shows the three different possible ways to tilt the motor set, schematically depicted on one figure.

FIGS. 5 and 6 shows the invention applied to a propeller-driven ship seen from above and behind.

Initially, it shall be referred to FIG. 1 which shows an outline plan view from above of an aircraft 10 with a fuselage (hull) 12, the front wing set 14, the rear wing set 16 and 18 tail control surface. Wings and tail control surface are equipped with standard equipment to control the plane.

The figures show an aircraft powered by two jet engines, respectively 20 22, similar to that of passenger aircraft of a Boeing 737. In relation to the construction and effect of the present invention, the two jet engines may be replaces by propeller engines.

Instead of the jet engines 20 respectively 22 being attached to the main wings 14, they are attached to an extra set of wings 24 a, 24 b which are arranged between the main wings 14 and tail wings 16. The wing set 24 a,24 b are further attached to each side of a separate sleeve 30 that is rotatable attached to the fuselage 12 itself in a manner that the sleeve 30 is flush with and in line with the fuselage 12. As shown, each wing 24 a,24 b may be about half the length of the main wing 14. The length depends of course on aircraft size, as it is important that the jet engine or propeller power remains positioned outside the wing tips of the tail wings 16. The two engines 20,22 are attached to the sleeve 30 via the two wings 24 a, 24 b on each side. It is essential that the engines are mounted to the supplemental wings as far out from the sleeve, that the exhaust flow can not meet the two rear wing 16, which would quickly destroy these wings. Jet streams from the engines 20 is shown in FIG. 2 with the broken lines 31, as they lie on the outside and well clear off the tail wings 16

The wing set 24 a, 24 b is further designed with curvature so that they add to the operation of the aircraft in the air similar to the normal front and rear wing sets 14 and 16, respectively.

According to an alternative design, the basic may be the aircraft type (for example an aircraft McDonnels MD80) where the engines are mounted on each side of the fuselage 12 in front of the rear wing 16, in this case via suitable mounting structures directly to the sleeve 30 that can pivot about the aircraft's longitudinal direction XX.

FIG. 2 shows a cross section of the structure of the sleeve 30 and how it can be rotatable anchored to the fuselage, as it is recessed into the hull structure and exterior flush with the rest outer skin of the fuselage 12. In FIG. 2, this construction is only shown generally and schematically. The sleeve, the center of which being shown by reference number 32 (which is located on the aircraft's 10 longitudinal axis X-X) is connected with the rest of the hull construction by means of appropriate mounting structures, such as front and rear ring shaped slide bearing or ball bearing structures, as schematically indicated by reference numerals 40 a and 40 b in FIG. 2, and arranged around the circumference of the fuselage.

One or more driving gear 50, such as using preferably electric motors, is/are connected to the hull structure around the inner circumference of the sleeve 30. The drive rod 60 of the drive gear 50 includes external gear cuttings 62 arranged to intervene in the corresponding shaped gear cuttings 64 inside of the sleeve. The teeth 64 inside the pivoting sleeve 30 can form a semicircle as shown in FIG. 2. That means that the fixed shaft 60 may rotate the sleeve around the center 32 over a given angular range. Since the rotary sleeve is subjected to significant large forces from a jet-drive motor that runs at full thrust, it is advantageous to arrange several such drive systems 60,62,64 around the inner circumference of the sleeve to create the necessary balance. In practice, it should be at least three such drive systems, mutually spaced at approx. 120°—degrees. Preferably 4 drive systems are used mutually spaced at approx. 90° around the perimeter. FIG. 3 shows the wing 24 and the motor in the normal horizontal position by N-N, since they are symmetric about the fuselage sleeve so that the normal horizontal line N-N runs through the center of the sleeve 32 (see FIGS. 2 and 3).

The sleeve 30 and thereby drive motors 20.22, are designed to rotate about the center 32 over an angular sector α in the range of about 45° to about 110°. With the least effect means that the wings pivot about 22.5° to each side of the horizontal line and a suitable time shift between the two extreme positions Y1 and Y2 can be in the range 3 to 10 seconds. With the greatest trick means that the wings 24 a,b are pivoted about 55° to each side of the horizontal normal position N-N and a suitable speed and time span between the two extreme positions Y1 and Y2 can be in the range 3 to 15 seconds, preferably 15 seconds.

The sleeve 30 is hollow, and is internally designed with passage capability, that it for example that it is adapted to form a part of the cabin inside the aircraft, such as the passenger cabin. Furthermore, the wings 24 are hollow and can be designed to include necessary structures of hoses and pipes (not shown) for supplying fuel to the engines 20,22.

When the aircraft is in the air at normal speed, the rotation of one or more drive rods/shafts 60 is started by means of the engine not shown associated with a computer that is programmed to drive shaft to turn the jet engines in a given pattern. For example, the turning of the wings 24 a,b the 110° between the two extreme positions may occur in cycles of approximately 15 seconds. Meaning that the engines are rotated slowly in a curved form marked B in FIG. 4, the aforementioned 110° of approximately 15 seconds after which the direction of rotation turns back to the opposite setting.

According to the invention engines are arranged to move mutually synchronously with respect to a longitudinal direction of the plane. This can be accomplished in several ways. One construction is the solution shown where the engines are mounted to a sleeve, such as via a separate wing section, and a turning in a curved shape—B—FIG. 4 about the longitudinal direction is shown specifically here.

It will be apparent that when the engine is displaced in the preferred bow form, the exhaust flow or the direction of the thrust power, is maintained from the jet engine all the time, that means it retains the same direction and angle to the aircraft's longitudinal direction.

For the construction of the new system for the operation and the turning of the engines, it is important that the resultant-thrust power does not change in relation to the aircraft's longitudinal direction and progress, meaning that to the greatest extent it is not necessary to actively use the aircraft's other control systems (flaps etc.) to compensate for changes in the thrust moment.

Two Embodiments of Movement.

According to a first variant, each engine 20,22 is mounted anchored to its corresponding wing 24 a,b so that it can be moved generally horizontally out from the fuselage. The engine 20 may for example include a wheel set or slide system that can slide along a rail in the wing 24 a, as each wing includes the separate drive system including an engine that can move the two jet engines synchronously horizontally along its respective wing. This is indicated in FIG. 4 with arrows labeled PT (=across). The inward and outward movement of the engines can be done with the same rate as for the above solution with the turnable sleeve, with a time span of about 15 seconds and it is controlled by said programmable computer.

This variation will not affect the aircraft's flight in the air in such a way that its other controls means such as flaps, etc. must compensate for changes in torque influences.

According to a second possible variant, each engine that are initially located on the fuselage (similar to the MD80 model) may be reconstructed to be moved upward and downward on each side of the fuselage, mutually in parallel and in respective opposite directions. In such a case, this may cause the aircraft's control means like flaps, etc. must compensate for changes in moment that this setting may cause. This solution assumes that the jet or propeller flow astern does not touch the tail wings or the tail fin. The tail wings of the MD80 aircraft are placed at the top of the tail fin.

The Alternative for the Application of the Invention of Ships.

Reference is made to the FIGS. 5 and 6, which show the invention applied to a propeller-driven ship, seen from above and from behind, respectively.

The hull is shown at 103 in FIG. 5, and a ship hull sleeve 1012 extending straight out from the hull 103. The tilt 101 is arranged around a steel cylinder that is attached to the hull 103. The tilt 101 includes ball bearings (bearing ring) 8 in the whole of the front perimeter. The wings 109 of the tilt system include each ones propeller mounted on the end of each wing 109, respectively. The wings are turned upward and downward over a sector of up to 110° as in the other versions mentioned above about the midpoint. Inside the hull there is an electric motor 105 that can drive a tilt shaft in that the head of shaft gear-head 106 interferes with the teeth 107 in a gear transmission construction around the sleeve of the ship's sleeve 1012. Around the tilt ring 101 towards the ships hull, a cover is placed over the teeth 107 and the gear 106 of the electric motor 105 and the cover (not shown on figure for convenience) is fastened with screws 1014. The two propellers 102 are arranged to move in a curved shape up and down over a sector of up to approximately 110°, as in the previous example. The tilt system includes a ring formed gear drive system 107 that is turned by the rotating shaft 106, and is in principle the same as for the solutions for aircraft operations mentioned above.

The drive means for the tilt system encloses the drive for the two propellers 102 Propeller motor shaft 104 extends forward to a gear drive 1013 for operation of the respective two shafts 1010 to each side, forward to a further gear transmission for the operation of the shafts 1030 driving the propellers 102. FIG. 6 shows how the transmission from the longitudinal propeller shaft 104 transmits the power to the transverse shafts 1010 to each side, as this mechanism is arranged inside the sleeve shaped tilt system with toothed ring 107 and the drive head/bearing sleeve 106 and 108, of the tilt shaft.

The two propellers are designed to move in a curved manner up and down over a sector on a total of approx. 110°.

An analog design as discussed here and shown in FIG. 5-6 can be applied using a water jet engine. In that case the machine that delivers pressurized water is arranged in the hull house just in front of the turning point shown in FIGS. 5-6 and the pressurized water comes across in each direction to the longitudinal water nozzles with longitudinal discharge farthest out on the movable tilting wings.

The purpose of the use of the invention the ship is the same as for aircrafts, namely that the water flow or jet established by the propeller blades, will hit the water of a lower speed, instead of water already fast moving backward. By tilting the pair of propellers or water jet nozzles both engine noise and shaking of the ship are reduced.

In the present invention where the jet (water jet) engines are tilted as explained above, the exhaust contrails (water jet for a water jet operation) form a sine-wave pattern behind the engines. Since there is less need for fuel means a more environmental operation of the aircraft/ship, and it means that the noise is reduced. By alternately tilting the engines upwards and downwards, the exhaust gas/propeller flow the pressurized water, respective that ejects behind the propulsion engine, push on the air or water in the same condition as the air coming in from the front of the aircraft. 

1-17. (canceled)
 18. Method for operation of aircraft that is driven forward in the air by means of a propulsion system of two engines of the jet or propeller type one on each side of the fuselage characterized in that during the plane's speed the two engines are tilted upward and downward in a curved form in a mutual synchronous relationship around a longitudinal direction (X-X) of the plane fuselage between two extreme positions Y1 and Y2, respectively, compared to a normal setting N-N.
 19. Method according to claim 18 characterized in that the engines are tilted in the curved form B upward and downward between extremes Y1 and Y2 over an angular sector α° degrees up to approximately 110° and in the range of 45° to 110° over a period of approximately 3 seconds and up to approximately 15 seconds.
 20. Method according to claim 18 wherein the engines are mounted on opposite sides of a rotary sleeve which forms part of the fuselage and the sleeve is rotated or tilted by force upwards and downwards in a curved pattern around the aircraft's longitudinal axis (X-X) by means of a drive means.
 21. Method according to claim 20 characterized by using two engines which are attached to two wings which are connected to the rotary sleeve, where the wings in their normal position N-N project horizontally outward on each side of one of the sleeve and fuselage.
 22. Method according to claim 20 characterized in that the tilting is brought about by one or more drive rods operated by a motor that is connected to a computer that is programmed to operate the shaft rods rotating the sleeve and thus the jet engines in a curved pattern.
 23. Method according to claim 22 wherein the engines are mounted to its corresponding wing and they move mostly horizontally outwards and inwards of the fuselage in that each engine is brought to move along a rail in the wing in that the drive means moves the two jet engines synchronously horizontally outward and inward PT (=across) along its respective wing, with a time-span and is controlled by said programmable computer.
 24. Arrangement of aircraft powered by a propulsion system of two engines of the jet or propeller type, one on each side of a fuselage characterized in that the two engines are designed to be tilted upward and downward in a mutually synchronously curved relationship around a longitudinal direction (X-X) of the plane fuselage, between two extreme positions Y1 and Y2, respectively, compared to a normal setting N-N.
 25. Arrangement according to claim 24 characterized in that the engines are tilted in a curved form B upward and downward between extremes Y1 and Y2 of an angular sector α° degrees of up to approximately up to approximately 110° and in the range of 45° to 110° over a period of approximately 3 seconds and up to approximately 15 seconds.
 26. Arrangement according to claim 24 characterized in that the engines are mounted on opposite sides of a rotary sleeve which forms part of the fuselage, and the sleeve can be forced to be tilted up and down in a curved pattern about the aircraft's longitudinal axis (X-X) by means of a drive means.
 27. Arrangement according to claim 26 characterized in that the two engines are attached to the end portion of two wings which are connected to the rotary sleeve, where the wings in their normal position N-N, project horizontally outward at each side of the sleeve and fuselage.
 28. Arrangement according to claim 24 characterized in that the rotating is brought about by one or more operating rods or shafts driven by a motor that is attached to a computer that can be programmed to drive the shaft to rotate the sleeve and thereby the jet engines in a given curved shaped pattern.
 29. Arrangement according to claim 28 characterized in that the engines are mounted to its corresponding wing and they move mainly horizontally from and towards the fuselage, as each engine is brought to move along a rail in its wing in that the drive means moves the two jet engines synchronously horizontally outward and inward PT (=across) along its respective wing, within a time-span and are controlled by said programmable computer.
 30. Arrangement according to claim 24 characterized in that the engines are moved upward and downward on each side of the fuselage, mutually parallel and in opposite directions, respectively, as any changes in torque, are compensated for by using the aircraft's control means such as the flaps.
 31. Method for operating a ship with a propulsion machinery which operates a drive system of a propeller or waterjet system, characterized by a pair of propeller or water jet system mounted on either side of a central tube in the ship, and during propulsion the propeller or water jet system engines are moved mutually synchronously relative to a longitudinal direction of the ship. 